Wheel chock
The integrated connecting members and locking mechanisms in the wheel chock design address connection instability and handling issues, providing stable and durable wheel chock connections.
Patent Information
- Application Number
- JP2022024114
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2022-02-18
- Publication Date
- 2025-08-20
- Estimated Expiration
- 2042-02-18
AI Technical Summary
Existing wheel chocks suffer from wear and tear in connecting members, leading to instability in connections and the risk of losing separate connecting parts, complicating handling and storage.
The wheel chock design integrates first and second connecting members on the side plates of the wheel chock body, allowing for alignment and engagement through rotation, with stopper portions and locking protrusions to secure the connection, reducing wear and eliminating the need for separate storage.
The design ensures stable connection of wheel chocks, reduces the risk of loss, enhances handling ease, and increases durability by integrating connecting members with the wheel chock body, facilitating easier insertion and removal.
Smart Images
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Abstract
Description
[Technical Field]
[0001] The present invention relates to a wheel chock for preventing a vehicle, such as an automobile, from moving. [Background technology]
[0002] Prior art wheel chocks are disclosed in Patent Document 1. The prior art wheel chocks can be inserted between a wheel, such as an automobile tire, and the ground, and include a wheel chock body (referred to as a base in Patent Document 1). The wheel chock body has a bottom portion that is placed on the ground, and a wheel contact portion (referred to as a friction plate in Patent Document 1) that comes into contact with the outer circumferential surface of the vehicle wheel.
[0003] Rectangular connecting holes (referred to as drilling holes in Patent Document 1) are formed on both sides of the wheel chock body. An end of a rectangular prism-shaped connecting member (referred to as a projection rod in Patent Document 1) can be press-fitted into each connecting hole of the wheel chock body. The connecting member is used to connect the wheel chocks in an aligned state. Specifically, one end of the connecting member is press-fitted in an aligned state into the connecting hole of one wheel chock, and the other end of the connecting member is press-fitted in an aligned state into the connecting hole of the other wheel chock, thereby connecting the wheel chocks in an aligned state. [Prior art documents] [Patent documents]
[0004] [Patent Document 1] Jikko No. 17734-1964 Summary of the Invention [Problem to be solved by the invention]
[0005] However, because the end of the connecting member is press-fitted into the connecting hole of the wheel chock body, repeated use of multiple connected wheel chocks causes wear on the inner circumferential surface of the connecting hole of the wheel chock body and / or the outer circumferential surface of the connecting member. As a result, multiple connected wheel chocks may easily come loose, making it difficult to stably connect the wheel chocks together.
[0006] Furthermore, because the connecting member is a separate part from the wheel chock body, there is a risk of losing the connecting member, and the connecting member must be stored separately from the wheel chock body, which reduces the ease of handling of the wheel chock that includes the wheel chock body and the connecting member.
[0007] Therefore, an object of one aspect of the present invention is to stably connect wheel chocks to each other while improving the ease of handling of the wheel chocks. [Means for solving the problem]
[0008] In order to solve the above-mentioned problems, one embodiment of the wheel chock of the present invention is a wheel chock that prevents a vehicle from moving, and includes a wheel chock body that has a bottom that contacts the ground and a wheel contact portion that becomes higher from one end to the other end in the longitudinal direction and contacts the outer peripheral surface of the wheel of the vehicle, a first connecting member that is formed on a side plate on one side of the wheel chock body and protrudes outward in the width direction, and has an insertion hole, and a second connecting member that is formed on the side plate on the other side of the wheel chock body and protrudes outward in the width direction, and has a tip that is shaped to correspond to the insertion hole of the first connecting member, and that can be engaged with the edge of the insertion hole when inserted into the insertion hole of the first connecting member of a mating wheel chock. A wheel chock according to one aspect of the present invention is configured to switch from an insertion posture in which the tip end of the second connecting member is inserted into the insertion hole of the first connecting member of a mating wheel chock while being aligned with the insertion hole, to a connection posture in which the tip end of the second connecting member is engaged with an edge of the insertion hole by rotating the wheel chock in a forward direction relative to the mating wheel chock, thereby connecting the wheel chocks in an aligned state. The second connecting member is formed with a stopper portion that abuts against a part of the first connecting member of the mating wheel chock from the forward direction so as to restrict the rotation of the wheel chock in the forward direction relative to the mating wheel chock from the aligned state.
[0009] According to the above configuration, the wheel chocks are configured to switch from the inserted position to the connected position, so that the tip end of the second connecting member can be engaged with the edge of the insertion hole of the first connecting member of the mating wheel chock, thereby connecting the wheel chocks in an aligned state. As a result, even if multiple wheel chocks in a connected state are used repeatedly, the multiple wheel chocks in the connected state will not easily come off, and the wheel chocks can be stably connected to each other.
[0010] Because the first connecting member is formed on a side plate on one side of the wheel chock body, the first connecting member can be handled as an integral part of the wheel chock body. Because the second connecting member is formed on a side plate on the other side of the wheel chock body, the second connecting member can be handled as an integral part of the wheel chock body. This eliminates the risk of losing the first connecting member and the second connecting member, and eliminates the need to store the first connecting member and the second connecting member separately from the wheel chock body. This improves the ease of handling of a wheel chock that includes the wheel chock body, the first connecting member, and the second connecting member.
[0011] The stopper portion of the second connecting member can restrict the relative rotation of the wheel chock in the positive direction relative to the other wheel chock when the wheel chocks are aligned. This can prevent the positional deviation of the connected wheel chocks. This makes it easier to insert the connected wheel chocks between the wheels and the ground. It also makes it easier to store the connected wheel chocks in a storage box installed in the vehicle, for example. This further improves the ease of handling of the wheel chocks.
[0012] In one embodiment of the wheel chock of the present invention, the first connecting member may protrude outward in the width direction from the outer end surface of one side of the wheel chock body, and the second connecting member may protrude outward in the width direction from the outer end surface of the other side of the wheel chock body.
[0013] According to the above configuration, the load (weight) applied to the first and second connecting members when multiple connected wheel chocks are inserted between a wheel and the ground can be reduced compared to when only one of the connecting members protrudes outward in the width direction from the outer end surface of the side of the wheel chock body, thereby preventing damage to the first and second connecting members and increasing the durability of the wheel chock.
[0014] In a wheel chock according to one aspect of the present invention, one side of the wheel chock body may have a plurality of first side ribs formed on its side plate, the other side of the wheel chock body may have a plurality of second side ribs formed on its side plate, and the wheel chock body may have a handle portion formed on the other end side of the wheel chock body in the longitudinal direction relative to the wheel contact portion to connect the one side and the other side of the wheel chock body. The first connecting member and the second connecting member may each be located on the other end side of the wheel contact portion in the longitudinal direction, and an engaging protrusion may be formed on an end surface of at least one of the first side rib and the second side rib so as to protrude outward in the width direction and engage with the other side rib of the mating wheel chock from the opposite direction between the other side rib of the first side rib and the second side rib of the mating wheel chock, so as to restrict rotation of the wheel chock in the opposite direction relative to the mating wheel chock from a state in which the wheel chocks are aligned.
[0015] According to the above configuration, the wheel chock body has the handle, making it easy to carry the wheel chock or the connected plurality of wheel chocks. This makes it easy to insert the wheel chock or the connected plurality of wheel chocks between the wheel and the ground, and also makes it easy to remove the wheel chock or the connected plurality of wheel chocks from between the wheel and the ground. This further improves the ease of handling of the wheel chock.
[0016] Because the first connecting member and the second connecting member are located closer to the other end in the longitudinal direction than the wheel contact portion, the load (weight) applied to the first connecting member and the second connecting member when a plurality of connected wheel chocks are inserted between the wheel and the ground can be reduced, thereby preventing damage to the first connecting member and the second connecting member and increasing the durability of the wheel chock.
[0017] The locking protrusion on one of the side ribs can restrict the wheel chock from rotating in the opposite direction relative to the other wheel chock when the wheel chocks are aligned. This can further prevent misalignment of the connected wheel chocks. This makes it easier to insert the connected wheel chocks between the wheels and the ground. It also makes it easier to store the connected wheel chocks in a storage box installed in a vehicle, for example. This further improves the ease of handling the wheel chocks.
[0018] In a wheel chock according to one aspect of the present invention, one side of the wheel chock body may have a plurality of first side ribs formed on its side plate, the other side of the wheel chock body may have a plurality of second side ribs formed on its side plate, and the wheel chock body may have a handle portion formed on the other end side of the wheel chock body in the longitudinal direction relative to the wheel contact portion so as to connect the one side and the other side of the wheel chock body. The first connecting member and the second connecting member may each be located on the other end side of the wheel contact portion in the longitudinal direction, and a pressure-contact protrusion may be formed on an end surface of at least one of the first side rib and the second side rib so as to protrude outward in the width direction and be in pressure contact with an end surface of the other of the first side rib and the second side rib of a mating wheel chock when the wheel chocks are aligned.
[0019] According to the above configuration, the wheel chock body has the handle, making it easy to carry the wheel chock or the connected plurality of wheel chocks. This makes it easy to insert the wheel chock or the connected plurality of wheel chocks between the wheel and the ground, and also makes it easy to remove the wheel chock or the connected plurality of wheel chocks from between the wheel and the ground. This further improves the ease of handling of the wheel chock.
[0020] Because the first connecting member and the second connecting member are located closer to the other end in the longitudinal direction than the wheel contact portion, the load (weight) applied to the first connecting member and the second connecting member when a plurality of connected wheel chocks are inserted between the wheel and the ground can be reduced, thereby preventing damage to the first connecting member and the second connecting member and increasing the durability of the wheel chock.
[0021] The pressure-contact protrusion of one side rib presses against the end surface of the other side rib of the mating wheel stopper, so that the tip end of the second connecting member can be locked in a state of being pressed against the edge of the insertion hole of the first connecting member of the mating wheel stopper, thereby enabling the wheel stops to be connected more stably. [Effects of the Invention]
[0022] According to one aspect of the present invention, wheel chocks can be stably connected to each other while improving the ease of handling the wheel chocks. [Brief explanation of the drawings]
[0023] [Figure 1] FIG. 1 is a schematic diagram showing a state in which a wheel chock according to this embodiment is inserted between a wheel of a vehicle and the ground. [Figure 2] FIG. 2 is a schematic perspective view of the wheel stopper according to the embodiment, as viewed from the bottom side. [Figure 3] 1 is a schematic perspective view of a wheel stopper according to an embodiment of the present invention, as viewed from the top surface side. FIG. [Figure 4] FIG. 2 is a schematic perspective view illustrating an insertion posture of the wheel stopper according to the embodiment. [Figure 5] FIG. 2 is a schematic perspective view illustrating a connecting posture of the wheel stopper according to the embodiment. [Figure 6] FIG. 6 is a schematic cross-sectional view taken along line VI-VI in FIG. [Figure 7] FIG. 7 is a schematic cross-sectional view taken along line VII-VII in FIG. [Figure 8]FIG. 8 is a schematic cross-sectional view taken along line VIII-VIII in FIG. 4. DETAILED DESCRIPTION OF THE INVENTION
[0024] Hereinafter, this embodiment will be described with reference to the drawings. In the specification and claims of this application, the length direction refers to the length direction of the wheel chock or wheel chock body. The width direction refers to the width direction of the wheel chock or wheel chock body, and is the horizontal direction perpendicular to the length direction. The outer width direction refers to the direction in the width direction that moves away from the width center of the wheel chock or wheel chock body. The height direction refers to the height direction of the wheel chock or wheel chock body, and is the up-down direction (vertical direction). In the drawings, "LD" indicates the length direction, "LDa" indicates one end side in the length direction, "LDb" indicates the other end side in the length direction, "WD" indicates the width direction, and "HD" indicates the height direction.
[0025] (Outline of Wheel Chock 10) As shown in FIG. 1, a wheel chock 10 according to this embodiment prevents movement of a vehicle C, such as an automobile (only a portion of a wheel W, which is a part of the vehicle C, is shown in FIG. 1). The wheel chock 10 can be inserted between a wheel W, such as a tire, of the vehicle C and the ground G. IA in FIG. 1 shows the state before the load from the wheel W is applied to the wheel chock 10. IB in FIG. 1 shows the state after the load from the wheel W is applied to the wheel chock 10. The wheel chocks 10 can be connected to each other while aligned (see FIG. 5). A plurality of wheel chocks 10 in a connected state can be inserted between a large wheel W and the ground G, or between a plurality of wheels W arranged side by side and the ground G. A plurality of wheel chocks 10 in a connected state can be stored, for example, in a storage box (not shown) installed on the vehicle C.
[0026] (Wheel stopper body 12) As shown in Figures 2 and 3, the wheel chock 10 includes a wheel chock body 12, which has a hollow structure. The wheel chock body 12 is made of a resin such as polypropylene and is formed by injection molding. Note that the wheel chock body 12 may have a solid structure instead of a hollow structure. The material of the wheel chock body 12 is not limited to resin, and may be a metal such as aluminum. The manufacturing method of the wheel chock body 12 is not limited to injection molding, and manufacturing methods other than injection molding may also be used.
[0027] (Bottom 14, one side 16, other side 18) As shown in Figures 2 and 3, the wheel chock body 12 has a bottom 14 to be placed on the ground G (see Figure 1), and the bottom 14 extends in the longitudinal direction. An opening 14a is formed in the bottom 14 of the wheel chock body 12, which communicates with the internal space IS of the wheel chock body 12. The wheel chock body 12 also has one side (first side) 16 and the other side (second side) 18 rising from both sides in the width direction of the bottom 14, and a wall (back) 20 rising from one side in the longitudinal direction of the bottom 14. The one side 16 and the other side 18 of the wheel chock body 12 are each formed in the same wedge shape in a side view. The one side 16 and the other side 18 of the wheel chock body 12 each become higher from one end to the other end in the longitudinal direction.
[0028] (Wall part 20, top part 22) 2 and 3, one side portion 16 and the other side portion 18 of the wheel chock body 12 are connected to a wall portion 20 and protrude toward the other end in the longitudinal direction relative to the wall portion 20. Furthermore, the wheel chock body 12 has an upper surface portion 22 that gradually becomes higher from one end toward the other end in the longitudinal direction. The upper surface portion 22 of the wheel chock body 12 is connected to the one side portion 16, the other side portion 18, and the wall portion 20.
[0029] (spike part 24, anti-slip member 26) As shown in Figure 2, a pair of uneven spikes 24 are formed on the bottom 14 of the wheel chock body 12, spaced apart in the width direction. Each spike 24 is capable of digging into the ground G (see Figure 1) and extends in the longitudinal direction. Each spike 24 constitutes a part of the wheel chock body 12. A pair of anti-slip members 26 are attached to one longitudinal end of the bottom 14 of the wheel chock body 12 to prevent the wheel chock body 12 from slipping on the ground G. Each anti-slip member 26 is made of an elastic material such as a thermoplastic elastomer or vulcanized rubber.
[0030] (Side plate 28, first side rib 30, side plate 32, second side rib 34) 2 and 3, one side portion 16 of the wheel chock body 12 has a side plate (first side plate) 28 rising from one side in the width direction of the bottom portion 14 and a plurality of first side surface ribs 30 formed on the side plate 28. In addition, the other side portion 18 of the wheel chock body 12 has a side plate (second side plate) 32 rising from the other side in the width direction of the bottom portion 14 and a plurality of second side surface ribs 34 formed on the side plate 32.
[0031] (Wheel contact part 36, handhold part 38) As shown in FIG. 3 , a pair of stepped wheel contact portions 36 that contact the outer circumferential surface of a wheel W, such as a tire, are formed on the upper surface 22 of the wheel chock body 12 and spaced apart in the width direction. Each wheel contact portion 36 gradually increases in height from one end to the other end in the longitudinal direction. Each wheel contact portion 36 constitutes a part of the wheel chock body 12. The wheel chock body 12 also has a handle portion 38 for holding the wheel chock body 12 by hand. The handle portion 38 is formed on the other end side of the wheel chock body 12 in the longitudinal direction, closer to the wheel contact portion 36 than the wheel contact portion 36, connecting the one side portion 16 and the other side portion 18 of the wheel chock body 12. The handle portion 38 is located at the top of the wheel chock body 10 in the height direction. The handle portion 38 constitutes a part of the wheel chock body 12. A handle space HS is formed between the wall portion 20 of the wheel chock body 12 and the handle portion 38, allowing a hand to be placed on the handle portion 38.
[0032] (First connecting member 40) As shown in FIGS. 2 and 4 to 8 , a first connecting member 40 is formed on the side plate 28 of one side portion 16 of the wheel chock body 12, protruding outward in the width direction. The first connecting member 40 is located closer to the other end in the length direction than the wheel contact portion 36, and the first connecting member 40 has a circular shape in side view. Note that the side view shape of the first connecting member 40 is not limited to a circular shape and may be, for example, a rectangular shape. The first connecting member 40 is located at the upper part of the wheel chock 10 in the height direction. The first connecting member 40 protrudes outward in the width direction from the end face of the first side rib 30, which is the outer end face of the one side portion 16 of the wheel chock body 12. The first connecting member 40 has a semicircular insertion hole 40h. A communication space CS, which is in communication with the insertion hole 40h of the first connecting member 40, is formed between the side plate 28 of the one side portion 16 of the wheel chock body 12 and the first connecting member 40.
[0033] (Second connecting member 42) As shown in Figures 3 and 6 to 8, a second connecting member 42 is formed on the side plate 32 of the other side portion 18 of the wheel chock body 12 so as to protrude outward in the width direction. The second connecting member 42 is located closer to the other end in the length direction than the wheel contact portion 36. The second connecting member 42 is located at an upper portion in the height direction of the wheel chock 10. The second connecting member 42 protrudes outward in the width direction from the end surface of the second side rib 34, which is the outer end surface of the other side portion 18 of the wheel chock body 12. The second connecting member 42 has a hook portion 42f on its tip side, and the hook portion 42f, which is the tip portion of the second connecting member 42, has a shape that corresponds to the insertion hole 40h of the first connecting member 40. When connecting multiple wheel stoppers 10, the hook portion 42f of the second connecting member 42 can be inserted into the insertion hole 40h of the first connecting member 40 of the opposing wheel stopper 10 and engaged with the edge of the insertion hole 40h (the portion adjacent to the insertion hole 40h and facing the communicating space CS).
[0034] (Configuration related to the first connecting member 40 and the second connecting member 42) As shown in FIGS. 4 to 7, the wheel chock 10 is configured to be switchable from an insertion position (the position shown in FIGS. 4 and 6) to a connection position (the position shown in FIGS. 5 and 7). The insertion position refers to a position in which the wheel chock 10 is inserted while the hook portion 42f of the second connecting member 42 is aligned with the insertion hole 40h of the first connecting member 40 of the mating wheel chock 10 (see FIGS. 4 and 6). The connection position refers to a position in which the wheel chock 10 is rotated in the forward direction T (see FIG. 6) relative to the mating wheel chock 10 to engage the hook portion 42f of the second connecting member 42 with the edge of the insertion hole 40h of the first connecting member 40 of the mating wheel chock 10, thereby connecting the wheel chocks 10 in an aligned state (see FIGS. 5 and 7). The state in which the wheel chocks 10 are aligned does not necessarily mean a state in which the wheel chocks 10 are perfectly aligned, but also means a state in which the wheel chocks 10 are misaligned from the perfectly aligned state within the dimensional tolerance of the wheel chocks 10.
[0035] (Stopper part 42s) 3 and 8, the second connecting member 42 is formed with a stopper portion 42s that abuts against the inner surface of the insertion hole 40h, which is part of the first connecting member 40 of the mating wheel chock 10, from the positive direction T. The stopper portion 42s of the second connecting member 42 is a portion that restricts the relative rotation of the wheel chock 10 in the positive direction T with respect to the mating wheel chock 10 when the wheel chocks 10 are aligned with each other.
[0036] (locking protrusion 34b, sloped part 34bs) As shown in Figures 3, 6, and 7, a locking protrusion 34b is formed on the end face of any of the second side ribs 34, protruding outward in the width direction. The locking protrusion 34b of any of the second side ribs 34 locks between the first side ribs 30 of the mating wheel chock 10 from the reverse direction (the direction opposite to the forward direction T). The locking protrusion 34b of any of the second side ribs 34 is a portion that restricts the wheel chock 10 from rotating in the reverse direction relative to the mating wheel chock 10 when the wheel chocks 10 are aligned. The locking protrusion 34b of any of the second side ribs 34 protrudes outward in the width direction by, for example, about 1.0 mm from the end face of the second side rib 34. The locking protrusion 34b of any of the second side ribs 34 is located closer to the other end in the length direction than the wheel contact portion 36. An inclined portion 34bs inclined with respect to the end face of the second side surface rib 34 is formed on the positive direction T side of the locking protrusion 34b of any of the second side surface ribs 34.
[0037] A locking projection (not shown) may be formed to protrude outward in the width direction on the end face of any of the first side surface ribs 30. In this case, the locking projection of any of the first side surface ribs 30 locks between the second side surface ribs 34 of the mating wheel stopper 10 from the opposite direction.
[0038] (Pressure contact protrusion 34v, pressure contact protrusion 34p, inclined portion 34ps) As shown in FIGS. 3 and 6 , a pressure-contact protrusion 34v is formed on the end face of any one of the second side ribs 34 so as to protrude outward in the width direction and press against the end face of the first side rib 30 of the mating wheel chock 10 when the wheel chocks 10 are aligned. A pressure-contact protrusion 34p is formed on the end face of any other of the second side ribs 34 so as to protrude outward in the width direction and press against the end face of the first side rib 30 of the mating wheel chock 10 when the wheel chocks 10 are aligned. The pressure-contact protrusion 34v of any one of the second side ribs 34 and the pressure-contact protrusion 34p of any other of the second side ribs 34 each protrude outward in the width direction from the end face of the second side rib 34 by, for example, about 0.5 mm. The pressure-contact protrusion 34v of any one of the second side ribs 34 and the pressure-contact protrusion 34p of any other of the second side ribs 34 are each located closer to the other end in the length direction than the wheel contact portion 36. On the opposite side of the pressure-contact protrusion 34p of any other second side surface rib 34, an inclined portion 34ps inclined with respect to the end face of the second side surface rib 34 is formed.
[0039] (Pressure contact protrusion 30p, inclined portion 30ps) As shown in Fig. 2, a pressure-contact protrusion 30p is formed on the end face of any one of the first side ribs 30 so as to protrude outward in the width direction and be in pressure contact with the end face of the second side rib 34 of the mating wheel stopper 10 when the wheel stoppers 10 are aligned. The pressure-contact protrusion 30p of any one of the first side ribs 30 protrudes outward in the width direction by, for example, about 0.5 mm from the end face of the first side rib 30. The pressure-contact protrusion 30p of any one of the first side ribs 30 is located closer to the other end in the length direction than the wheel contact portion 36. A sloped portion 30ps is formed in the front portion of the pressure-contact protrusion 30p of any one of the first side ribs 30 as viewed from the forward direction T, and is inclined relative to the end face of the first side rib 30.
[0040] (Action and effect) Next, the effects of this embodiment will be described.
[0041] Because the wheel chocks 10 are configured to switch from the inserted position to the connected position, the hook portion 42f of the second connecting member 42 can be engaged with the edge of the insertion hole 40h of the first connecting member 40 of the mating wheel chock 10, allowing the wheel chocks 10 to be connected in an aligned state. As a result, even if multiple wheel chocks 10 in a connected state are used repeatedly, the multiple wheel chocks 10 in the connected state will not easily come undone, and the wheel chocks 10 can be stably connected to each other.
[0042] In particular, when the wheel chocks 10 are aligned, the pressure-contact protrusion 34v of the second side surface rib 34 and the pressure-contact protrusion 34p of any other second side surface rib 34 are pressed against the end surface of the first side surface rib 30 of the mating wheel chock 10. The pressure-contact protrusion 30p of any first side surface rib 30 is pressed against the end surface of the second side surface rib 34 of the mating wheel chock 10. This allows the hook portion 42f of the second connecting member 42 to be locked in a state of being pressed against the edge of the insertion hole 40h of the first connecting member 40 of the mating wheel chock 10. This allows the wheel chocks 10 to be connected more stably.
[0043] Because the first connecting member 40 is formed on the side plate 28 of one side portion 16 of the wheel chock body 12, the first connecting member 40 can be handled as an integral part of the wheel chock body 12. Because the second connecting member 42 is formed on the side plate 32 of the other side portion 18 of the wheel chock body 12, the second connecting member 42 can be handled as an integral part of the wheel chock body 12. This eliminates the risk of losing the first connecting member 40 and the second connecting member 42, and also eliminates the need to store the first connecting member 40 and the second connecting member 42 separately from the wheel chock body 12. This improves the ease of handling of the wheel chock 10, which includes the wheel chock body 12, the first connecting member 40, and the second connecting member 42.
[0044] The stopper portion 42s of the second connecting member 42 can restrict the rotation of the wheel chocks 10 in the forward direction relative to the other wheel chock 10 when the wheel chocks 10 are aligned. The locking protrusion 34b of any of the second side ribs 34 can restrict the rotation of the wheel chocks 10 in the reverse direction relative to the other wheel chock 10 when the wheel chocks 10 are aligned. This can prevent the positional deviation of the multiple wheel chocks 10 in the connected state. This makes it easier to insert the multiple wheel chocks 10 in the connected state between the wheels W and the ground G. It also makes it easier to store the multiple wheel chocks 10 in the connected state in a storage box installed on the vehicle C, for example. This can further improve the handleability of the wheel chocks 10.
[0045] Because the wheel chock body 12 has the handle 38, the wheel chock 10 or a plurality of connected wheel chocks 10 can be easily carried. The wheel chock 10 or a plurality of connected wheel chocks 10 can be easily inserted between the wheel W and the ground G, and the wheel chock 10 or a plurality of connected wheel chocks 10 can be easily pulled out from between the wheel W and the ground G. This makes the wheel chock 10 easier to handle.
[0046] As described above, the first connecting member 40 protrudes outward in the width direction from the end face of the first side rib 30, which is the outer end face of one side portion 16 of the wheel chock body 12. The second connecting member 42 protrudes outward in the width direction from the end face of the second side rib 34, which is the outer end face of the other side portion 18 of the wheel chock body 12. Therefore, compared to a case where only one of the connecting members 40 or 42 protrudes outward in the width direction from the outer end face of the side portion 16 or 18 of the wheel chock body 12, the load (weight) applied to the first connecting member 40 and the second connecting member 42 when multiple wheel chocks 10 in a connected state are inserted between the wheel W and the ground G for use can be reduced. This prevents damage to the first connecting member 40 and the second connecting member 42 and increases the durability of the wheel chock 10.
[0047] In particular, because the first connecting member 40 and the second connecting member 42 are each located closer to the other end in the longitudinal direction than the wheel contact portion 36, it is possible to reduce the load on the first connecting member 40 and the second connecting member 42 when multiple wheel chocks 10 in a connected state are inserted between the wheel W and the ground G. This makes it possible to sufficiently prevent damage to the first connecting member 40 and the second connecting member 42 and further increase the durability of the wheel chock 10.
[0048] [Additional Notes] The present invention is not limited to the above-described embodiments, and various modifications are possible within the scope of the claims. Embodiments obtained by appropriately combining the technical means disclosed in the embodiments are also included in the technical scope of the present invention. [Explanation of symbols]
[0049] 10 Wheel chock 12 Wheel chock body 14 Bottom 14a opening 16 One side (first side) 18 Other side (second side) 20 Wall 22 Top part 24 spike part 26 Anti-slip material 28 Side Panel 30 First side rib 30p pressure welding protrusion 30ps inclined section 32 Side panel 34 Second side rib 34b Locking protrusion 34bs slope part 34v Pressure welding protrusion 34p Pressure welding protrusion 34ps inclined section 36 Wheel contact area 38 Handle 40 First connecting member 40h insertion hole 42 Second connecting member 42f Hook part 42s Stopper part IS interior space HS Handmade Space CS communication space C vehicle W wheels G ground
Claims
1. A wheel chock for preventing a vehicle from moving, a wheel stopper body having a bottom portion that comes into contact with the ground and a wheel contact portion that increases in height from one end side to the other end side in the length direction and that comes into contact with the outer peripheral surface of the wheel of the vehicle; a first connecting member formed on a side plate at one side of the wheel stopper body so as to protrude outward in the width direction and having an insertion hole; a second connecting member formed on the side plate on the other side of the wheel stopper body so as to protrude outward in the width direction, the tip of which has a shape corresponding to the insertion hole of the first connecting member, and which, when inserted into the insertion hole of the first connecting member of a mating wheel stopper, can be engaged with an edge of the insertion hole; The wheel chock is configured to switch from an insertion posture in which the tip end portion of the second connecting member is inserted in a state of being aligned with the insertion hole of the first connecting member of the mating wheel chock to a connection posture in which the tip end portion of the second connecting member is engaged with the edge of the insertion hole by rotating the wheel chock in the forward direction relative to the mating wheel chock, and the wheel chocks are connected in a state of being aligned, A wheel stopper is formed on the second connecting member to abut against a part of the first connecting member of the mating wheel stopper from the forward direction so as to restrict the forward rotation of the wheel stopper relative to the mating wheel stopper when the wheel stoppers are aligned.
2. The wheel stopper according to claim 1, characterized in that the first connecting member protrudes outward in the width direction from the outer end surface of one side of the wheel stopper body, and the second connecting member protrudes outward in the width direction from the outer end surface of the other side of the wheel stopper body.
3. One side of the wheel chock body has a plurality of first side ribs formed on its side plate, and the other side of the wheel chock body has a plurality of second side ribs formed on its side plate, The wheel stopper body has a handle portion formed on the other end side of the wheel stopper body in the longitudinal direction relative to the wheel contact portion so as to connect one side portion and the other side portion of the wheel stopper body, the first connecting member and the second connecting member are each located closer to the other end in the longitudinal direction than the wheel contact portion, The wheel stopper according to claim 2, characterized in that a locking protrusion is formed on the end surface of at least one of the first side rib and the second side rib, protruding outward in the width direction to lock between the other of the first side rib and the second side rib of the opposing wheel stopper from the opposite direction, so as to restrict the wheel stopper from rotating in the opposite direction relative to the opposing wheel stopper when the wheel stoppers are aligned.
4. One side of the wheel chock body has a plurality of first side ribs formed on its side plate, and the other side of the wheel chock body has a plurality of second side ribs formed on its side plate, The wheel stopper body has a handle portion formed on the other end side of the wheel stopper body in the longitudinal direction relative to the wheel contact portion so as to connect one side portion and the other side portion of the wheel stopper body, the first connecting member and the second connecting member are each located closer to the other end in the longitudinal direction than the wheel contact portion, A wheel stopper as described in claim 2, characterized in that a pressure-contact protrusion is formed on the end surface of at least one of the first side rib and the second side rib, protruding outward in the width direction and presses against the end surface of the other of the first side rib and the second side rib of the mating wheel stopper when the wheel stoppers are aligned.
Citation Information
Patent Citations
WHEEL CHOCK FOR SECURING VEHICLES
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